Dump-car.



PATENTBD APR. 19, 1904.

A. KING.

DUMP GAR. nrmuumx puma 00115.1!03. no Menu. 3 sums-sass! 1.

iimi M5 72% mmmvrm) APR. '19, 1904.

A. KING. DUMP GAR. APPLIOkTIOIIII-BROOT. 16, 1903.

3 BEBETSSHBBT 2.

H0 IODEL.

min/eases:

m: nomus versus m. PnoTo-umo. WASHINGTON. ay 5.

' their flanges presented outwardly, said channels forming the side members of the frame and being bent. inwardly at the ends to form the end members, the contiguous ends of said end members being connected by splice-plates 2. Longitudinally-disposed angles 3 are connectedto the end members of the frame to UNITED STATES Patented April 19, 1904.

PATE T 01mins.

ARTHUR KING, OF MIDDLETOWN, PENNSYLVANIA, ASSIGNOR TO MIDDLE- TOW'N CAR WORKS, OF MIDDLETOWN, PENNSYLVANIA, A CORPORA- TION OF PENNSYLVANIA.

DUMP-CAR.

SPECIFICATION forming part of. Letters Patent No. 757,753, dated April 19, 1904. I

Application. filed October 15, 1903. Serial No. 177,151. (No model.)

To aZZ uihom it may concern:

Be it known that I, ARTHUR KING, a citizen of the United States, residing at Middletowm- Pennsylvania, have invented a certain new and useful Improvement in Dump-Cars, of which the following isa full, clear, and exact description, suchas will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, forming part of this specification, in which V Figure 1 is a side elevational view of my improved dump-car. Fig. 2 is'an end elevational view showing the body of the car in its tilted position in dotted lines. Fig. 3 is a vertical sectional view. Fig. {I is a plan view of the truck. Fig. 5 is a'view of some of the draftrigging details, and Figs. 6 and 7 are modified forms of the longitudinal sills.

This invention relates to a new and useful improvement in dump cars of that type wherein the body is tilted to one side to discharge the load.

The objects of my present invention are to construct a car of the character described, of

. steel, the several parts being so arranged and connected that a rigid structure results. i

Another object is to provide an automaticlock forthe discharge side ofthe body, to pivot the draft-rigging in position to facilitate the rounding of curves, and to bend the longitudinal sills of the body up'at the ends to provide end posts.

With these objects in view the invention consists in the construction, arrangement, and combination of the several parts, all as will be hereinafter described, and pointed out in the claims.

In the drawings, 1 indicates the truck-frame,

which is preferably made up of channels with l stiffen the same and provide supports for the brake-beams, which are hung therefrom.

4c indicates a transversely-arranged angle providing a cross-tie, said angle being attached to the longitudinal angles-3. The frame may be further strengthened by gusset-plates 5 at the corners thereof. I ,7 6 indicates the journal-boxes secured in position under the side member of the frame in which are mounted the axles of the supporting-wheels. While I have shown the truckframe as being made of two pieces/bent at the corners, it is obvious that said frame could be made of a single piece bent at the four cor- 'ners,"the ends being connected by a spliceplate, or, if desired, a square frame could be made upv of separate pieces connected at the corners by connection plates or angles.

7 indicates a longitudinally-disposed draft member supported by the truck and extending beyond each end thereof. This draft member The preferably in the form of an I- beam and carries platforms 8 at its ends,above which may extend the usual hand brake-staff. The draft-rigging is suspended from the ends of this member 7 by means of stirrupyo'kes 9 and 10, the former of which acts in the capacity of an ordinary carry-arm,the two uppermost members thereof being brought together on each side of the I-beam and bolted or riveted thereto.

11 indicates the draw-bar, having the usual shank which extends back over the draftyokes and is surrounded by the usual draftspring 12, operating between follower-plates 13 and '14, the follower plate 13 hearing against the shoulder on the outer end of the tail-pin and the follower-plate 1 L cooperating with the cross-key 15, passing through the inner end of the tail-pin.

16 indicates a bracket secured to the under side of the I-beam 7, which bracket forms a fulcrum-bearing for a swivel-stirrup 17, pivbolt. This stirrup 17 embraces the ends of top and bottom yoke-pieces 18 and 19, whose shape is best shown in Fig. 5. It will be seen oted thereto by means of an appropriate pivotin this construction that the top and bottom yoke members are substantially U-shaped, their connected ends being brought together and riveted, the bottom yoke being bent downwardly and forwardly, as at a, to provide a support for the follower-plates. The outer ends of the follower-yokes extend upwardly and thence outwardly to provide points of attachment with the top yoke, the extreme ends of the bottom yoke being bent upwardly in front of the ends of the top yoke, said ends being connected by a cross-bar 20. This draft-rigging frame is extremely simple in 23 indicates body-supporting knees which are preferably made up of angles and mounted upon the truck-frame. These knees carry rotatable locking-pins 24, which are designed to cooperate with links 25 on the body,w'hereby when the body is inits normal position it may be locked in place.

27 indicates brackets depending from the end members of theframe, which brackets.

arereinforced by flanged plates 28, said plates being preferably in vertical alinement with the longitudinal sills 3, to which their upper flanges are riveted. The brackets 27 carry a track-plate 29, which is preferably arched, as shown, the tread portion of which is provided with rocker-engaging.teeth 30 for'well-un:

derstood purposes. The highest portion of this track-plate is preferably flat, and the rocker 31, which rests thereon, is provided with a corresponding flat face, so that when block.

the car-body is in an upright position these flat faces will overcome the tilting tendency in rounding curves. The rockers 31 are providcd with recesses to take in the teeth 30. While I have shown teeth on both sides of the track, it is obvious that only the teeth on the dumping side will ever be used in practice; but I prefer to extend the teeth through-J out the tread portion of the track in order that the same pattern of track may be used at either end of the car.

The rockers 31 have supporting-heads at their upper ends for the attachment of transverse sills 32, which are preferably in the form of inverted channels with a wooden filler- These sills 32 are arranged under the {00d} of the car, which is constructed as folows:

flanges riveted to the transverse sills 32. At

the ends of the car-body the bottom flanges of these sills are cut away, and the sills are bent upwardly over said cut-away portions to form end supports 34. Instead of using Z-bars it is obvious that two angles could be employed, as shown in Fig. 6, or a channel, such as shown in Fig. 7, could be used. In the event of the two angles being used the top angle could be bent up to form an end post, while the bottom angle could be cut off beyond the body-transoms. The bottom flange could be removed similar to the removal of the bottom flange of the Z-bar. The top flanges of these sills and their extensions on the end supports form eflicient supports for the ends and bottom of the car, which ends and bottom are preferably made in one piece, the sheet being continuous.

The fixed side wall of the car-body is secured in position bymeans of an angle 35, riveted throughout its length through the end and floor sheet to the side sill member 33 and its extension 34. To the vertical legs of this angle 35 is riveted the side sheet 36, whose upper end is reinforced by an exteriorly-arranged angle.

38 indicates hinged lugs which are riveted to the extensions 34 of the side sills and from which the door 39 is swung. This door 39 is preferably made of one sheet, having a reinforcing-angle 40 at its lower edge and a similevers being overbalanced and extending when the body is in normal position slightly above the reinforcing-angle 40 of the door. The lower ends of these lockinglevers extend down and cooperate with angle stop-plates 45 .on the truck-frame.

The operation of the car is as follows: When the car is to be loaded, the links 25 are engaged by the rotating members 24, which swing down by gravity and inthis manner avoid accidental displacement. The lockinglevers 44 are in position and hold the door 39 in place. After the car has been loaded it is moved to the place where it is desired to dump the load, when the links 25 are released and the body is tilted toward the side carrying the hinged door 39. As the body moves in the direction shown by dotted lines in Fig. 2 the lower ends of the locking-levers are carried away from their stops 45, and the overbalanced upper ends. of the levers move said levers away from the lower edge of the door 39, permitting said door to swing outwardly, so as to discharge the load. After the load is discharged the body is restored to normal position, and in this movement the overbalanced ends of the locking-levers permit the door 39 to swing home by gravity without interference, after which the final movement -of the body to its home position causes the' lower ends of the levers to engage their stoplocks and move the upper ends inwardly against the lower edge of: the door 39. The links can now be secured, and the car is ready to be again loaded.

While I have shown and described above a construction wherein the car is designed to be dumped only from one side, it is obvious that with slight changes the car can be made to dump on either side. In this event both side walls would behinged to form side doors,

and by the use of the rotatable locking-pins 2 k and links 25, fastened to the truck-frame and car-body, respectively, the car would be held in normal position. Of course this construction would obviate the use of the body-sup-- porting knees 23.

I am aware that minor changes in the construction, arrangement, and combination of the several parts of my device can be made and substituted for those herein shown and described without in the least departing from.

the nature and principle of my invention.

Having thus described the invention, what is claimed as new, and desired to be secured by Letters Patent, is

1. In a car, the combination with a truckframe composed of channeled side members with their flanges presented outwardly, said side members being bent to form the endsof the frame, a splice-plate to connect the bent ends, and a superposed draft member; substantially as described. Y

2. In a car, the combination with a truckframe com posed of channels with their flanges presented outwardly, the side members of said frame being bent to form the end sections of the frame, longitudinally-disposed tie-bars, cross tie-bars, and a superposed draft member; substantially as described.

lower-plates, a bottdni yoke bent 'toprovide' shouldersfor the follower-plates, a top yoke secured to the extremities of the bottom yoke,

both of said yokes being substantially U- shaped, a cross-bar connecting the free ends ofthe yokes, a swivel-stirrup engagingthe closed ends of the yokes, and a pivoted bracket in which said swivel-stirrup is connected; substantially as described.

g 5. In a car, the combinationwith a truckframe, of brackets depending from the end thereof, longitudinal sills for stiffening the frame, and flanged web-stifieners riveted to said brackets and to said longitudinal sills; substantially as described. Y

6. In a car, the combination with atruckframe having longitudinal sills, of brackets depending from the end thereof, track-plates supported by said brackets, and flanged plates 28riveted to the brackets and to said sills; substantially as described. r

' 7 In a car, the combination with transoms, of Z-shaped sills connected thereto; the bottom flanges of said sills being removed and the ends bent up to formend posts; substantially as described.

8. In a car, the combination with bodytransoms, of sills having top and bottom flanges, the bottom flanges being discontinued a short distance beyond said transoms, and the remaining portion of the sills being bent up to form end posts; substantially as described.

9. In a dumping-car, the combinationwith a hinged side, of automaticlocking-levers cooperating therewith, and means cooperating with said levers to positively lock the hinged side in its closed position; substantially as described. I

10. In a dumping-car, the combination with a truck-frame and a hinged side wall, of locking-levers cooperating therewith, and means cooperating with said levers to positively lock the hinged side in its closed position; substantially as described.

11. In a dumping-car, the combination with ing-leverscarried by said tilting body and coa tilting body having a hinged side, of lockoperating with said hinged side, and atr'uckframe with which said locking-levers also cooperate to positively lock the hinged side in its closed position; substantially as described,

12. In a dumping-car, the combination with a truck-frame, of a tilting body having a hinged side, overbalancmg lock ng-levers cooperating with said hmgedside, and means cooperating with said levers to positively lock the hinged side in its closed position; substantially as described. 7 g i 13. In a dumping-car, the combination with atruck-frame having stop-blocks, of a tilting body having overbalanced .lockinglevers mounted thereon, the lower ends of said levers cooperating with said stop blocks, whereby they are positively operated when the body signature, in the presence of two Witnesses, approaches its upright position, and a hinged this 5th day of October,'l903.

side on the tilting body, with the free end of which the overbalanced upper ends of the ARTHUR KING 5 locking-levers cooperate; substantially as de- Witnesses:

scribed. WM. A. CRoLL,

In testimony whereof I hereunto afiix my I H. A. CLARK. 

